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MCRS Fuel System Overview Corey Corsi May 31, 2013

Agenda  Overall system flow & key values  Fuel pumps

 Injectors  Fuel Filtration  Generation Differences  Troubleshooting  Failure Modes

 Customer Practices  Appendix – Injector & Pump Part Numbers – Fuel Quality Requirements – Worldwide Fuel Quality Results

Acronyms  MCRS = Modular Common Rail System  IMV = Inlet Metering Valve – Also known as FPPA = Fuel Pump Pressurizing Assembly

 MDV = Mechanical Dump Valve – Also known as PLV = Pressure Limiting Valve

 DMV = Diesel Metering Valve  EGT = Exhaust Gas Temperature

Cummins Confidential

Fuel Flow Diagram & Specs

 Lift pump pressure = 3-5 bar (44-73 psi)  Fuel supply pump (Gerotor) pressure = 5-7 bar (73-103 psi)

 MDV opening pressure ~ 1950 bar  Fuel rail pressure range = 650 – 1600 bar (9400 – 23200 psi) – Min pressure required to fire injectors = 300 bar

Other Vital Numbers to Know  Stage 1 Fuel Filter Inlet Pressure Limits – ---4 to 10.2 inHg (-2 to 5 psig)

 Stage 1 Differential Pressure Limit = 6 inHg (2.9 psi)  Min pressure at fuel supply block = -10 inHg (-4.9 psig)

 Stage 2 Differential Pressure Limit = 88.5 inHg (43.5 psi)  EGT readings at rated speed & load ~ 500°C – Acceptable deviation = ±100°C from engine average

 Fuel Quality at Stage 1 inlet must be ≤ ISO 18/16/13 & water content ≤ 200 ppm – One ISO number higher is 2x dirtier Cummins Confidential

FUEL PUMPS

Cummins Confidential

L5x2 lobe HPP CP9.1 MCRS pump PRESSURE SENSOR

HP-LINES

PLV

ACCUMULATOR

2 PIECE VALVE

PUMPING PLUNGER

ROLLER FOLLOWER (ROLLER, PIN AND TAPPET)

2-LOBE CAM

GEROTOR

7

Gerotor

 Outputs 5-7 bar typically, but maxes out at 12bar Cummins Confidential

Fuel Supply Pump – Gerotor Cover

Cummins Confidential

High-pressure pump

Diesel Systems

10

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

High-pressure pump

HPP OPERATION 7 INLET METERING VALVE •Proportional control solenoid…. •…actuating control piston within a sleeve.

ENERGISE STOP SolenoidHeader ofTOsection

Control sleeve & piston

Diesel Systems

11

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

High-pressure pump

HPP OPERATION 8 INLET METERING VALVE •Bleed orifice and pressure regulator ensure zero delivery, particularly in high speed, coasting

conditions.

AIR BLEED VALVE LINE

0.8mm BLEED ORIFICE RECIRCULATION LINE

FUEL TO HPP (Face-to-face connection)

FUEL FROM STAGE 2 FILTRATION 7 BAR PRESSURE REGULATOR

Diesel Systems

12

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

High-pressure pump

HPP OPERATION 9 INLET METERING VALVE •Valve with 2 triangular control slots, for improved low flow control.

Ø 13.5 mm

Piston @ IMV fully open => Full flow of HPP ………………

Piston @ IMV closed => No flow of HPP …………………..

Diesel Systems

13

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

High-pressure pump

HPP OPERATION 10 SUCTION/DELIVERY VALVES

Diesel Systems

14

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

High-pressure pump

HPP OPERATION 11 SUCTION/DELIVERY VALVES COMPONENTS DELIVERY VALVE

SUCTION VALVE

VALVE BODY

FUEL SUPPLY GALLERY

Diesel Systems

15

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

High-pressure pump

16

High-pressure pump oil flow

17

Priming Pump  Mounted on Stage 1 fuel filter head  Primes Stage 2 fuel filters after service  Provides pressure during cranking

Cummins Confidential

Priming Pump Operation  CM850 – Runs for fixed time, typically 2-5 minutes (cal dependent)

 CM2150 – Run time is dependent on fuel rail & supply pressure • Runs if fuel rail pressure is < 500 bar – Then monitors fuel supply pressure » Pump runs for a short time if supply pressure is high » Pump runs for a long time if supply pressure is low

Cummins Confidential

INJECTOR

Cummins Confidential

MCRS/Fuel Systems Theory Rocker box seal and damping element

Injector connector

DMV

C3 Only

Flow limiter

Nozzle

Resonator Accumulator

Orifice

Edge filter T-Piece connector

Injector body

C3 Injector Shown

Nozzle nut

Diesel Systems

21

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

MCRS/Fuel Systems Theory

INJECTOR OPERATION 1 •Needle held closed by rail pressure acting on its upper face

C2 Injector Shown Diesel Systems

22

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

MCRS/Fuel Systems Theory

INJECTOR OPERATION 2 •Solenoid energised, opening DMV needle – shown out of scale: actually only 30 micron lift.

C2 Injector Shown Diesel Systems

23

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

MCRS/Fuel Systems Theory

INJECTOR OPERATION 3 •Pressure above needle thereby allowed to decay…

C2 Injector Shown Diesel Systems

24

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

MCRS/Fuel Systems Theory

INJECTOR OPERATION 4 •…enabling nozzle needle to open in conventional fashion and injection to start.

C2 Injector Shown Diesel Systems

25

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

MCRS/Fuel Systems Theory

INJECTOR OPERATION 5 •To end injection, solenoid is de-energised, the DMV needle closes under spring pressure…

C2 Injector Shown Diesel Systems

26

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

MCRS/Fuel Systems Theory

INJECTOR OPERATION 6

•…pressure above the nozzle needle is restored, closing the needle and ending the injection event.

C2 Injector Shown Diesel Systems

27

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

MCRS/Fuel Systems Theory

INJECTOR OPERATION 7

•Injection rate is influenced by the ratio of the inlet & outlet orifice areas •To maintain injection, outlet orifice area must be greater than inlet orifice area Outlet

Inlet

C2 Injector Shown Diesel Systems

28

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

MCRS/Fuel Systems Theory

INJECTOR OPERATION 8 FLOW LIMITER •Equilibrium position – pressure balanced

Diesel Systems

29

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

MCRS/Fuel Systems Theory

INJECTOR OPERATION 9 FLOW LIMITER •During injection, accumulator pressure falls & ball moves towards seat, but does not close. Accumulator is therefore kept full & pressurised.

Diesel Systems

30

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

Header of section

INJECTOR OPERATION 10 FLOW LIMITER •Should flow become excessive, pressure difference increases so as to close ball onto seat.

Header of section

Diesel Systems

31

Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

HP Line Between Injectors

5

1 1. 2. 3. 4. 5. 6. 7. 8.

8 3 4 7 2 6

Outerwall Pipe Vibralock Nut Seal Connector Fitting O-Ring Groove Sealing Cone Innerwall Pipe Pressurized Fuel

HP Line Between Injectors • Green – fuel drain line • Yellow – fuel inlet path

T-piece

O-ring

FUEL FILTRATION

Cummins Confidential

ISO 4406 Contamination Code – X/Y/Z Particle/mL ≤

ISO Code

Particle/mL >

10

5

10

11

10

20

12

20

40

13

40

80

14

80

160

15

160

320

16

320

640

17

640

1,300

18

1,300

2,500

19

2,500

5,000

20

5,000

10,000

21

10,000

20,000

22

20,000

40,000

23

40,000

80,000

24

80,000

160,000

 Cleanliness levels reported in the form X/Y/Z, where: – X = integer representing number of particles/mL larger than 4 mm(c) – Y = integer representing number of particles/mL larger than 6 mm(c) – Z = integer representing number of particles/mL larger than 14 mm(c)

Filter Efficiency vs Beta Ratio

Cummins Confidential

Stage 1 Fuel Filters  FH234 Series Industrial Pro or Sea Pro 5 – FS19763 - Stratopore 7 micron filter • 98.7% particle efficiency @ 7 µm (beta ratio = 75)

 Fuel Quality at Stage 1 inlet must be ≤ ISO 18/16/13 & water content ≤ 200 ppm

Cummins Confidential

Stage 1 Fuel Filters (Coming Soon)  FH239 Series Industrial Pro – NanoNet 5 micron filter • 99.9% particle efficiency @ 5 µm (beta ratio = 1000)

FS53015 FS53014 Cummins Confidential

Stage 2 Fuel Filters  FF5644 – Stratopore 3 micron – 98.7% particle efficiency @ 3 µm (beta ratio = 75)

 FF5782 – NanoNet 3 micron – 99.9% particle efficiency @ 3 µm (beta ratio = 1000)

Cummins Confidential

MCRS GENERATIONS

Cummins Confidential

C1  C2 Injector (DMV24LE  DMV24B.3) Solenoid Pull in current from 7A to 8A

C2 (DMV24B.3)

Valve spring Force from 34N to 39N

Valve needle Mass from 2,46g to 1,48g Stroke from 45µ to 35µ No Coating to C2.1 to CrN+ Mfg from HlP to FeP Drain Bore 2.252.42 mm dia

C1 (DMV24LE)

Improvement of B Life Basecase C2/C1 including (hours) for C1 Filtration Improvement injector set (DMV24LE) C2 (DMV24B.3) Campaign B5 500 1,500 200% B10 1,000 2,700 170% B50 5,700 13,000 128% B90 12,500 30,000 140%

DMV Dust Contaminated Fuel – Wear Tendency Reduced Power and Fueling Growth - IPA HPCR Dust Test NAS 13, 7-3-3 filtration, Japan Heavy Oil 12

C1-C2

10

C3-X40 Fueling C3-X40 Power C1 Fueling C2 Fueling C1 Power C2 Power Fueling Growth Limit

% change from T=0 base

8

6

4

C3

2

0 0

50

100

150

200

250

300

350

400

-2

-4 Dust Test Time, Hours

 C3 demonstrated 10x improvement over life of C1 and C2 Injectors (failed at 364-400 hrs) 44

12Jul2011

Cummins Confidential

CM850 vs CM2150 Fuel Pump  Dynamic response improvement needed for C3 injectors (to avoid PLV popping field issue)

Slow vs

Fast

 Replacement of currently used IMV by a “faster IMV” based on a Bosch automotive IMV

CM850 compared to CM2150 Physical Appearance CM850 1 -50 pin and 1 – 60 pin Deutsch connector Note location of 4 pin power connector

CM2150 thicker than CM850 CM2150 2 – 60 pin Deutsch connectors Note location of 4 pin power connector

Parts Needed for Converting From C2 to C3  Injectors

 ECM  ECM Mounting Plate  ECM Calibration

 Wiring Harnesses  EGT‟s  Fast IMV

Refer to TSB100978 & TSB110301 Cummins Confidential

TROUBLESHOOTING

Cummins Confidential

Injector Driver Mapping

 If one injector is shorted to ground the other injectors sharing supply will not operate – Ex) Faults 331 (2), 1551 (10) & 1552 (11) Active on QSK50/60

HHP Injector Tester (P/N 2892293)  Released in December 2010 – Required Service Tool

 Released to diagnose stuck injectors quickly – Added to Engine Performance TT tree

Cummins Confidential

HHP Injector Tester (P/N 2892293)  Quality issue found in mid-2011 – Testing high amperage C3 injectors showed fail incorrectly – Testers can be recalibrated by the supplier to fix issue • Contact Service Tools for information about returning testers • Recalibrated testers have a letter in front of the serial number

Recalibration Required

Recalibrated Already

 Recalibrated testers available from PDC‟s now

Cummins Confidential

Injector Drain Flow Measurements  This test was designed to diagnose injector wear out – Measures the drain leakage past the DMV • New injectors have a very low leakage quantity (30 mL/min)

 Added injector drain flow measurements to Engine Performance TT tree to test DMV seat leakage – First measure entire engine leakage – If fail, then measure individual injector leakage

 Easy to test on QSK19, but time consuming on V‟s Cummins Confidential

Cylinder Cut-out  INSITE test that stops the electrical signal to injector – Best used to identify a cylinder with excessive smoke

 Multiple cylinders can be cut-out at one time – Shut off an entire bank and focus on only one bank

 This test is subjective and has caused non-failed injectors to be replaced

Cummins Confidential

Mechanic‟s Stethoscope  Can be used to listen for an abnormal or nonrepetitive noise from the cylinder  This is very subjective and requires a known good cylinder to compare against

Cummins Confidential

Exhaust Gas Temperature Sensors  EGT values can be monitored to look for a hot or cold cylinder in INSITE – A fault may or may not have been set for these conditions • ±82°C (180°F) from avg. for QSK19/38/60

• ±115°C (239°F) from avg. for QSK50

– Only use when an engine is at a steady speed and load above idle • EGT response times can vary between cylinders

 If a cold cylinder is found on C3 engine, try relieving fuel rail pressure to see if the flow limiter was closed before replacing any injectors Cummins Confidential

Infrared Temperature Probe  Can be used on engines without EGT‟s – Should not be used on water cooled manifolds

 Look for a hot or cold cylinder compared to overall engine average – Cylinder ±100°C difference from average

Cummins Confidential

Injector Diagnostics Applicable to all injectors – C1.0, C2.2, C3.0 and MCRS-22

 ECM capable of diagnosing open & short circuit conditions – Typical root causes: bad connectors, wire fretting, broken connecting wires, etc. – Both continuous and intermittent faults can be diagnosed – Diagnostics can only be run when engine is running

 Conditions that can‟t be diagnosed by ECM: – High inline resistance causing degradation in injector current profile – leading to loss of fueling/power – Injector(s) stuck open due to deposits on the DMV – Mis-firing injector(s) – injector(s) firing at incorrect timings in an unlikely event of flashing a wrong cal into an ECM

– Non-firing injector(s) – due to any hydro-mechanical issues 57

10/8/2013

Cummins Confidential

REQUIRED TOOLS / ITEMS

Cummins Confidential

Service Items You Should Always Have  Fuels for CMI engines bulletin – 3379001  Fuels for MCRS engines bulletin – 4091849  Fuel sampling bulletin – 4022123 – M14 to ¼” NPT fitting – ISO clean sample bottle – CC2818 (Intn‟l) or CC2719 (USA) – ¼” NPT QuickDraw valve – CC2724 – Vacuum pump – CC2723

 Fuel filter restriction test fitting – 4918612  Compucheck fitting – 3377244  Vacuum gauge – ST-434  Pressure gauge – ST-1273

Service Items You Should Always Have  Inline 6 data link kit - 2892092  Electrical power supply – 2892089 (60Hz) or 2892090 (50Hz)

 Bench calibration base harness – 3163151  CM850 adapter harness – 3164185  CM2150 adapter harness – 4918583  Multi-module bench kit – 4919064 – One additional multi-module wiring harness (p/n 4919022) needed up-fit both CM850 & CM2150 adapter harnesses

 Fuel pump lifting bracket – 4918227 (19) & 4918603 (38/50/60)

 HHP Injector Tester – 2892293

FAILURE MODES

Cummins Confidential

MCRS Injector DMV Wear  Failure Mode:  Smoke, Low Power, No Start

 Failure Mechanism:  Excessive hard particles in the fuel  Diesel Metering Valve (DMV) seat worn  Fuel leak path past DMV sealing area

 Excessive fueling  Flow limiter may close and stop fueling

 Field Countermeasure: – New NanoNet Stage 2 Fuel Filters have been released which remove more particles (FF5782)

 Root Cause: Excessive hard particles in the fuel – Can be in the fuel when received or introduced during engine repairs and fuel handling practices

 Preventive Action:  Test the fuel particle count to make sure it meets ISO 4406 standard 18/16/13  Use clean fuel handling practices described in Cummins Bulletin 4091849

EBAA-7PLLVU

MCRS Injector Sticking  Failure Mode: Excessive smoke, low power, no start  Failure Mechanism: – Some pipeline corrosion inhibitors include acidic components – Acidic components react with basic components to form soap – Soap deposits form on injector control valve needle – Restricted needle valve motion causes performance issue

 Countermeasure: – Cummins recommends the use of Fleetguard Diesel Fuel Injector Cleaner to prevent and remove any soap within the injector.

 Root Cause: – Global & Industry-wide issue due to ULSD additives • Soap = ULSD additive acids + sodium / calcium / biologicals

EBAA-7PLLVU

Soap Build-up

C2 Injector Seat Step Wear  Failure Mode – Low power, slow acceleration or white smoke – Mean time to failure: 6500 hours

 Failure Mechanism – FTA in process – Step worn into control valve body – Needle sitting too low in control valve body – Air gap between solenoid and needle too large – Control valve slow to open – Injected fuel quantity too low – Low power

 Field Countermeasure – HHP Injector Tester (“click tester”) flags injectors as failed

 Root Cause and Preventative Action – Pending FTA Results  Corrective Action – Pending FTA Results – Production: Moved to C3 fuel system

– Service: TBD

EBAA-7PLLVU

DMV White Layer Not Removed

DMV28 Cross-section

 Failure Mode – Engine misfire, rough running or excessive smoke

 Failure Mechanism – FTA complete – Very hard material not machined off of valve seat – DMV ball is deformed when it impacts the seat – Ball sticks in the holder and stops rotating which causes wear – DMV doesn‟t seal & nozzle needle hold down pressure decreased

– Injection event starts too early or lasts too long – High fuel injection quantity – Engine misfire, rough running or excessive smoke

 Field Countermeasure – Parts Alert 031-11 has been issued to inspect all shelf stock • Return any injectors that match the affected injector sheet attached to the Parts Alert

 Root Cause and Preventative Action – DMV seat wasn‟t machined deep enough to remove a hard, brittle layer – The machining process has been changed to insure the entire layer is removed

 Corrective Action – Production: All new engines have injectors made after the process change – Service: Campaign C1202 released

CCOI-8L8LG4

Flow limiter in T-piece

C3 Injector Misfire  Failure Mode – Cold cylinder, misfire or rough running

 Field Countermeasure – Relieve fuel rail pressure to reset the flow limiter in the T-piece – Inspect ECM & wiring harness connections for water, fretting or corrosion

 Failure Mechanisms – Mechanism A

DMV28 Cross-section

• DMV worn due to fuel particle erosion • Excessive fuel leakage to drain from injector DMV • Low fuel injection quantity • Cold cylinder or hard to start

– Mechanism B • Long on-time caused by a false low rail pressure reading

• • • •

High fueling caused by the ECM sending a long on-time signal to injector Flow limiter closed due to momentary high fueling Injector doesn‟t inject fuel due to a closed flow limiter Engine runs rough or cold cylinder

 Root Cause and Preventative Action – Intermittent false low rail pressure signal sent to the ECM

 Corrective Action – Created software that is more robust to momentary false low rail pressure signal • Release estimated in Q3 2013

CCOI-8YSNJZ

QSK MCRS Fuel Line Corrosion  Failure Mode – Corrosion at the high pressure fuel line connection

 Failure Mechanism – FTA complete – Grommet inner diameter not sized properly for fuel tube diameter

– Inadequate grommet compression – Leak path for water ingress – Corrosion on outer wall surfaces of fuel line

 Field Countermeasure – Put heat shrink over the brass nut to prevent water from entering the outer wall

 Root Cause and Preventative Action – Fuel line design process inadequate

 Corrective Action (see next slide for part numbers) – Production: Modification of grommet seal design for high-pressure fuel lines – Service: Replace any fuel lines found with corrosion during normal service events • Removal of a fuel line unnecessarily could cause an issue

PMON-874KBG

Fuel Line Leaking from Braided Section  Failure Mode – External fuel leaks from braided section of hose

 Failure Mechanism – FTA complete – Liner material too thin & fuel velocity marginally high – Electrostatic dissipating capacity too low – Pin hole through inner liner of hose – External fuel leak from braided section of hose

 Field Countermeasure – Replace steel braided line with blue nylon hose • See next slide for details

 Root Cause and Preventative Action – Engineering standard changed to require FC234 material

 Corrective Action – Production: Planning to change fuel line material from FC465 to FC234 – Service: Under investigation

DHAS-836ML3

MCRS Fuel Pump Serious Quality Problem  Failure Mode: Oil leakage from fuel pump, engine fails to start/run, excessive/unusual noise from the fuel pump

 Failure Mechanism:  High friction between roller and pin and non conformable material (steel pin on steel bushing) causes relative motion between the roller and cam  Long periods without running result in dry roller/pin interface  Power Gen does not prelube before starting

 Countermeasure: Campaign C0935 – Proactive pump inspection with Prelub installation and AV seals to raise sump oil level

 Root Cause: Lack of lubrication between roller/pin and cam/roller interfaces at startup

 Corrective Action: Campaign C1340  Brass bushing pump with AV seals, periodic prelube, and calibration with lower fuel rail pressure during startup  Oil By-pass circuit from Prelub pump directly to fuel pump accessory drive

 Preventive Action: Technical profile and QAP updated

FPPA Armature Scuffing  Failure Mode – Low Power, Black Smoke, Check Engine Light – Median time to failure: 6400 hours

 Failure Mechanism – FTA Complete – Varying fuel lubricity & bushing harder than armature – Internal wear at bushing surface causes high friction – FPPA doesn‟t close fast enough & causes a fuel pressure spike

– Pressure spike causes MDV to open – Open MDV causes low fuel rail pressure & low power

Slow vs Fast

 Field Countermeasure – Test fuel lubricity (HFRR spec = 520 micron MAX) • If out of spec, improve lubricity with additive

 Corrective Action – Use „fast‟ FPPA on the CM850 system (same as FPPA used on CM2150 system) • P/N 2882025

– A new ECM code is required for the „fast‟ vs „slow‟ FPPA – A small extension harness may be needed to reach the „fast‟ FPPA • P/N 2881173

MCRS Fuel Pumps Leaking at Weep Hole  Failure Mode – Oil or fuel leaking from weep hole of MCRS fuel pump

 Failure Mechanism – FTA Complete – Design process inadequate – Weep hole exposed to debris – Debris wears out (oil or fuel) seal

– Seal leaks (oil or fuel) from weep hole

 Field Countermeasure for oil leaks – Plug the weep hole if within acceptable limits

 Root Cause and Preventative Action – Fuel pump design process inadequate • Plan to update or create design standard with lessons learned

 Corrective Action – Production: Plugging pump weep hole during assembly • Weep hole removed from design in Q2 2011

– Service: • Pump weep holes have been plugged at PDC‟s as of March 9th, 2011 • Contact your distributor for information regarding the field countermeasure

GOOD PRACTICES

Necessary Customer Maintenance Practices  Monitor fuel cleanliness – Take regular fuel samples at Stage 1 filter head inlet • Minimum is ISO 18/16/13 w/ less than 200ppm water – If above spec, take samples at every fuel handling location to determine source of contamination

 Keep fuel tanks clean – Check regularly for water bottoms or biological material – Clean fuel tanks annually

 Stop using non-Fleetguard fuel additives – Issues have been linked to additives on some sites • Request the fuel supplier to stop using as well

Necessary Customer Maintenance Practices  Use NanoNet filtration & replace when specified – Other filters may not protect the fuel system – Extended change intervals can release particles

 Never pre-fill stage 2 fuel filters – Allows “dirty” unfiltered fuel to go directly to the fuel system

 We need your help communicating this to OEM‟s & customers – See Service Bulletin 4091849 for supporting info

OTHER ISSUES SEEN

Open Discussion  What issues have you had with MCRS not mentioned today?  What help do you need to execute excellent customer service?

APPENDIX

MCRS Injector & Pump Part Numbers

FUEL QUALITY REQUIREMENTS Cummins Confidential

Fuel Quality Presentations from Cummins  The video is now available on the Cummins YouTube channel: – http://www.youtube.com/watch?v=zy9a-LG4Mjw • Also available on cumminsengines.com/fuel-quality

 A high-level PowerPoint is available on CIRCUIT: – https://circuit.cummins.com/crt_cummins/content.jsp?tlaId= 1&marketId=10&anchorId=5593&ancId=149497

 A new lit piece is available on the cumminsengine.com website: – http://cumminsengines.com/brochures.aspx

 And we have a dedicated set of pages on cumminsengines.com for Fuel Quality: – http://cumminsengines.com/fuel-quality Cummins Confidential

Cummins Fuel Requirements Cummins Fuel Req’mts

Criteria

Viscosity

1.3-4.1 Centistokes @ 40C (104F)

Cetane number

42 min above 0C (32F), 45 min below 0C (32F)

Sulfur content

Not to exceed 15 ppm max for systems with aftertreatment

Corrosion

Copper strip corrosion not to exceed #3 after 3 hours at 50C (122F)

Corrosion

NACE B+ or better

Carbon Residue

Not to exceed 0.35 mass percent on 10 volume percent residium

Density

0.816 – 0.876 g/cc at 15C (59F) 0.820-0.845 g/cc is goal

Cloud Point

6C (10F) below ambient temperatures at which fuel is expected to operate

81

Cummins Fuel Requirements Cummins Fuel Req’mts

Criteria

Ash

No detectable ash

Initial Boiling Point IPB

No less than 160C (320F)

Distillation

10 volume percent at 282C (540F), 90 volume percent at 360C (680F), 100 volume percent at 385C (725F) maximum. Distillation curve must be smooth and continuous. . Note: refiners use 690F (366C)

Lubricity

HFRR: maximum of 520µm microns (0.020 in) Wear Scar Diameter at 60C (140F). Maximum 460 µm (microns) is target per ISO 12156 method (ASTM D975 limit of 520 microns)

82

Cummins Fuel Requirements Cummins Fuel Req’mts

Criteria

Seizure Protection

SLBOCLE: minimum of 3100 grams (not for mineral oil based fuels)

Flash point

Must observe proper flash point requirements per local safety regulations

Appearance

Must appear to be clear (transparent) and bright to exclude sediments and free water [if not dyed intentionally], not hazy

83

Additional Required properties – State of the Art Fuel State of the Art Fuel

Criteria

ASTM D975 requirements

Meet or exceed all requirements

Appearance

Clean and bright, no visible particles and water

Particle contamination

18/16/13 or cleaner (at dispenser), (ISO 4406, 11171)

Total contamination

2 mg/kg maximum to attain 18/16/13 (at dispenser), 10 mg/kg total per EN 12662

Oxidation stability

20 hours minimum (IP Rancimat)

Metal content (Zn, Cu, Mn, Na, Ca, others)

0.1 ppm maximum each metal specie

84

Additional Required properties – State of the Art Fuel State of the Art Fuel

Criteria

Total Acid Number (TAN)

0.03 mg KOH/g for B0 maximum 0.05 mg KOH/g for B5 maximum

Water content

200 ppm dissolved maximum No free water (applies to biodiesel mix up to B5)

Bacterial, microbe growth

Must not occur, indicates water sump in fuel tank Shock treatment with biocides are required to eliminate and refiltration of fuel to remove residuals Complete mechanical tank cleaning

Gasoline

Addmixtures not allowed

Alcohol

Addmixtures not allowed

Kerosene (Jet Fuel)

Addmixtures must still fulfill ASTM specification for Diesel Fuels

85

Additives Constituent

Criteria

Engine oil (used or new)

Not allowed (source of metals)

Metal based additives

Not allowed

Ash forming additives

Not allowed

Other additives

Not allowed if they provide undesirable side effects

Fuel born catalysts (to support diesel particulate filter regeneration)

Not allowed if deteriorate oxidation stability unless OEM shows them to do no harm

 Additives to fuel after dispensing must be shown to do no harm to Engine/Fuel systems nor change the properties from the fuel quality recommendations.  Responsibility for the additive remains with the additive supplier and end user.  Use of the additive must not cause deviation from the specification. 86

WORLDWIDE FUEL QUALITY RESULTS

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